AFRICAN DEVELOPMENT FUND

DJIBOUTI

DORALEH CONTAINER TERMINAL PORT PROJECT

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT SUMMARY

(ESIAS)

PRIVATE SECTOR DEPARTMENT

INFRASTRUCTURE AND PPP DIVISION
(OPSM.3)
22nd May 2008
Project Name: DORALEH CONTAINER TERMINAL PORT PROJECT
Country: DJIBOUTI
Project Number: P-DJ-D00-001
Department: OPSM.3
 TABLE OF CONTENTS

1. INTRODUCTION...............................................................................................................................3

2. PROJECT DESCRIPTION AND JUSTIFICATION...................................................................... 3

3. LEGAL FRAMEWORK ....................................................................................................................4

3.1 OUTLINE OF THE ENVIRONMENTAL LAW IN DJIBOUTI ................................................5
4. DESCRIPTION OF THE PROJECT ENVIRONMENT ...............................................................5
4.1 TOPOGRAPHY ...........................................................................................................................5
4.2 GEOLOGY and SOILS ................................................................................................................5
4.3 AIR QUALITY ............................................................................................................................6
4.4 CLIMATE ....................................................................................................................................6
4.5 MARINE WATER .......................................................................................................................6
4.6 GROUNDWATER QUALITY ....................................................................................................6
4.7 TERRESTRIAL ECOLOGY .......................................................................................................7
4.8 MARINE FAUNA AND FLORA ................................................................................................7
4.9 TRAFFIC AND TRANSPORT....................................................................................................8
4.10 WASTE ........................................................................................................................................9
4.11 VISUAL .......................................................................................................................................9
4.12 SOCIAL AND ECONOMIC........................................................................................................9
4.13 CULTURAL HERITAGE............................................................................................................9
5. PROJECT ALTERNATIVES..........................................................................................................10
5.1 LOCATION................................................................................................................................10
5.2 PROJECT LAYOUT..................................................................................................................10

6. ENVIRONMENTAL IMPACTS ASSESSMENT AND MITIGATION MEASURES ..............11

6.1 TOPOGRAPHY .........................................................................................................................11
6.2 GEOLOGY AND SOILS ...........................................................................................................11
6.3 AIR QUALITY ..........................................................................................................................12
6.4 NOISE AND VIBRATION........................................................................................................14
6.5 MARINE WATER AND SEDIMENTS ....................................................................................15
6.6 HYDROLOGY AND BATHYMETRY.....................................................................................16
6.7 TERRESTRIAL ECOLOGY .....................................................................................................17
6.8 MARINE ECOLOGY ................................................................................................................17
6.9 TRAFFIC AND TRANSPORT..................................................................................................19
6.10 WASTE ......................................................................................................................................20
6.11 VISUAL .....................................................................................................................................21
6.12 SOCIAL AND ECONOMIC......................................................................................................21
7. ENVIRONMENTAL HAZARD MANAGEMENT .......................................................................22
8. MONITORING PROGRAM ...........................................................................................................22

2
1 INTRODUCTION

Dubai Ports World (DP

World) operates ports and
container terminals at
numerous locations
throughout the world. One
such location is Doraleh
within the Republic of
Djibouti. The DP World
operations in Djibouti
currently include the existing
port facilities (a petroleum
terminal and the Port
Autonome International de
Djibouti (PAID)) and the
Djibouti International Airport.

Due to its strategic location at

the southwestern corner of the Figure 1: Location of the Project Site
Red Sea, the Port of Doraleh
has been identified by DP World as an appropriate location for the development of a container
terminal. However, DP World has recognized the environmental values of the Project site and as
such has commissioned this environmental and social impact assessment (ESIA) to assess the
potential environmental impacts that may arise during the construction and operation phases.
GHD Global Pty Ltd (GHD) was commissioned by DP World to undertake an Environmental
Impact Assessment (EIA) of the construction and operation of the proposed Doraleh Container
Terminal in Djibouti.

2 PROJECT DESCRIPTION AND JUSTIFICATION

2.1 PROJECT DESCRIPTION
The Doraleh Container Terminal (DCT), Djibouti (the Project) is a proposed container terminal for the
handling of container transported products located in the Republic of Djibouti, northeastern Africa. The
Project will be located on the Red Sea at Pointe Noire along the southern coast of the Gulf of Tadjoura.
The nearest inhabited area is the village of Doraleh, in the proximity of the Project site, while
approximately 12 km to the southeast is the city of Djibouti. The Project will be constructed in 2 phases,
consisting of: Phase 1: Dredging a basin area and berth pocket to a depth of 18m, construction of a 1,050
m container berth, dredging and earthworks (including land reclamation activity) for an operating area of
54 ha; and Phase 2: Additional 900 m of berth and corresponding dredging and additional operating area.

3
The completed Project will consist of: (i) A naturally deep channel, dredged basin area and protected port
area; (iii) Reclaimed land; (iii) A quay wall; Operations yard and associated structures; and
Approximately 2,000 m of container ship berths.
The Project will consist of three key elements:
a. Land Facilities: these will cater for all gated, container freight stationing, stuffing and
stripping activities. The Land Facilities will be located on a reclaimed platform approximately
300 m wide and extending approximately 750 m into the sea, between two wadis on a strip of
coastal land. The Land Facilities will include: Port Authority building; Traffic circulation
system plus truck parking; Terminal inspection gate; stuffing and stripping yard; Empty
container depot with repair and cleaning;
b. Marine Facilities: these will facilitate the transshipment, import and export of the containers.
The Marine Facilities will be located on a reclaimed platform covering an area of approximately
450 m by 1,050 m and approximately 2 km offshore in a northwesterly direction from the Land
Facilities. The Marine Facilities will include: Quay Wall; Apron; stacking yard; Marine empty
yard; Out of gauge yard; Equipment parking; Operations and engineering office building;
Amenities building; Miscellaneous support facilities.
c. Transport Areas: these will allow for the approach to, docking at and egress from the Marine
Facilities, as well as connecting the Marine Facilities with the Land Facilities. The transport
Areas will include: an access channel to a depth of 18m below sea level (no dredging is required
for creation of this access channel due to the existing depth of the waters); a protected port area
to a depth of 18m below sea level (dredging will be required for the basin in front of the berths);
and a causeway between the Marine Facilities with the Land Facilities.
2.2 PROJECT JUSTIFICATION
Due to its location on the southwestern corner of the Red Sea, the Project site is strategically
located along shipping routes that utilize the Red Sea and the Suez Canal for travel between port
facilities to the north (such as northern Africa, the Middle East and Europe) and those to the
south and east surrounding the Indian Ocean. Due to the political stability of Djibouti in
comparison to a number of its neighbors in northeastern Africa, the Port of Doraleh has also been
identified as a preferred alternative for the location of a container terminal for the importation
and export of various goods from a number of northern Africa nations, particularly Ethiopia.
The purpose of the Project will be to facilitate the importation, export and transshipment of
container transported products. The key materials and sources of material being transported
through, exported from and imported to the Project site are expected to be: aid cargo; and various
goods going to and from various northern Africa nations, particularly Ethiopia.
The Project will facilitate the growing shipping and cargo traffic of the Port of Djibouti. Due to
limitations on the opportunity for expansion of the existing port facilities at Doraleh, the Project
has been identified as important to facilitate this increase in traffic and provide necessary
facilities for future expansion.
3 LEGAL FRAMEWORK
The environmental laws, regulations and requirements that apply to the construction of the Port
and its environmental performance include: current Djibouti legislation and regulations; and the
requirements of international financial institutions including the World Bank (EA Procedures in

4
the Environmental Assessment Operational Policy 4.01 (1989) and the Environmental
Assessment Sourcebook (1991). and African Development Bank’s 2001 Environmental and
Social assessment Procedures (ESAP).
3.1 OUTLINE OF THE ENVIRONMENTAL LAW IN DJIBOUTI
A French translation of a summary of the Environmental Law in Djibouti provides guidelines for
the protection of inland water, marine water, air, the terrain and of fauna and flora. It also deals
with the production and disposal methods sanctioned by the Djibouti government for toxic and
dangerous wastes, and highlights the potential fines imposed for any infringements (articles 43 –
51). The relevant clauses of the United Nations agreed systems (World Health Organization
(WHO) and World Bank Group (WBG)) are used to define toxicity and danger levels of waste.
At the time of writing, Djibouti does not have national guidelines for acceptable noise and
vibration levels. Article 42 of the translated Environmental Laws for Djibouti (2001)
recommends the use of United Nations (WHO and WBG) guidelines for reference in the absence
of Djiboutian guidelines. Similarly the Environmental Laws for Djibouti do not provide any
guidelines on safe limits for air quality, and water and sediment quality, within Djibouti.
4 DESCRIPTION OF THE PROJECT ENVIRONMENT
4.1 TOPOGRAPHY
The landscape of Djibouti is dominated by a series of high, arid plateaus and low coastal plains,
formed by the volcanic action that accompanied the uplifting and faulting of the East African
shield and the Rift Valley system, with many areas exhibiting thick layers of lava flow. An
extensive alluvial delta fan extends across the expanse between the Project site and the city of
Djibouti, formed from the outflow from the Oued Ambouli wadi. The Project site is located on
an approximately 300m stretch of land between two wadis (Goon Maan to the west and Bugdo
Gaal to the east), approximately 5 km to the west of the city of Djibouti, with a steep cliff face
approximately 200 m to the south of the Project site rising to a plateau approximately 50m above
sea level (ASL). The Project Site is uneven, with a mound approximately 5m in height and 350m
in length located on the land side of the Project site, and a troughed region on the southern
boundary.
4.2 SOILS AND GEOLOGY
The Djiboutian soils are almost entirely of volcanic origin: two thirds of the country has
generally deep basaltic soil, while the higher land is gravely, and the only sedimentary zone is a
narrow coastal plain in the east by the Project site (where there is an annual rainfall of
approximately 100-150 mm). The geological survey of the Project site identified predominantly
silty sands and sandy clay in the shallow waters, becoming more sandy coral, coral limestone
with progression towards the coral reef out to sea.
Djibouti lies on a tectonic plate fault line and is subject to extensive seismic activity. Although
there have been approximately 15 seismic events in Djibouti in the last 50 years, the predicted
likelihood of a magnitude 5.0 earthquake in the region is only one every 16 years. Djibouti lies in
an area of tectonic instability, with an open air fault running northwest to southeast from the
Danakil depression in Ethiopia to Lake Assal, and gradually separating the Horn of Africa from
the rest of the African continent. Most of Djibouti is underlain by Quaternary volcanic rocks,
with Lower Cretaceous limestone occurring in the south of the country at the border with
Ethiopia and Somalia, and coral reef limestone occurring along the coastal area.

5
 4.3 AIR QUALITY
The Project site is located in an undeveloped area distant from existing primary stationary
sources of air pollution in Djibouti such as the industrial area at Djibouti Free Zone
(approximately 3.5 km to the east), the Djibouti Ethiopia rail line (approximately 5 km to the
southeast), the PAID (approximately 5 km to the northeast) and the Oil Terminal (approximately
2 km to the west), which all contain a number of industrial plants and processes that potentially
emit a number of air pollutants.
4.4 CLIMATE
The climate of Djibouti is classified as arid to extremely arid and it is among the hottest in the
world. The average temperature varies between 25°C in December and 40°C in July. The
average annual rainfall in Djibouti is 147 mm and varies from 50 mm in the northeast, to 300
mm in the region west of Tadjoura. Because of the low annual rainfall and its irregular
distribution, there are no perennial or permanent rivers and surface runoff takes place during one
or two days only after relatively heavy rainfall. In Djibouti, the rains are distributed
approximately over 26 days during an entire year.
4.5 MARINE WATER
4.5.1 Physiochemical Water Quality
The water temperature was consistent over the four sampling stations and ranged from 29 to 30o
C. These temperatures deviated little with depth, indicating a well mixed water column. The
mean turbidity indicates minimal suspended particulate matter (such as clay, silt, detritus and
organisms) in the water column. However, turbidity is expected to increase during input of fine
sediments released from the ephemeral delta after heavy rain. The salinity values recorded across
the four sample stations are indicative of a highly saline marine environment and showed no
variation between sampling stations, or with depth. The pH of seawater remained constant
between sampling stations and throughout the water column, with a mean pH value of 8.1,
typical of marine waters. The oxygen reduction potential (ORP) readings showed no variability
between sites, or with depth. ORP is a measure of the oxidation and reduction processes
occurring in the water.
4.5.2 Analytical Water Quality
Water quality across sampling stations can be considered as non-polluted. Heavy metals, BTEX,
total petroleum hydrocarbons and polynuclear aromatic hydrocarbons (PAH) were not detected
in the water samples around the Project site. Detectable concentrations of phosphorus and warm
sea temperatures pose a risk to water quality in the form of algal blooms.
4.5.3 Sediment Quality
Sediment quality in Djibouti, across the sampling stations, can be considered polluted, based on
the high oil and grease content (average concentration of 58.25µg/kg). No BTEX or polynuclear
aromatic hydrocarbons were detected within the sediments. Some heavy metals, namely
aluminium, arsenic, cadmium, iron, mercury, selenium and vanadium were detected in the
sediment, however all heavy metal concentrations remained below international guidelines.
4.6 GROUNDWATER QUALITY

6
Djibouti has limited groundwater resources, closely linked to the frequency of floods, the
infiltration conditions in the wadis, the hydraulic contact with the substratum as well as to the
permeability of the substratum. Groundwater is rarely used for irrigation purposes due to its
highly saline properties and boron content. However groundwater aquifers are drawn on for both
agricultural and potable drinking water uses. Fresh water supplied to Djibouti town is essentially
groundwater located in the fractured Gulf and Somali basalt aquifers. The overexploitation of
Djibouti’s aquifer and the high pumping rate are contributing to an increase in the salinity of
groundwater due to the intrusion of seawater (Houssein and Jalludin, 1996). Total renewable
groundwater resources in the Djibouti district are estimated at between 10 and 21 million
m³/year.
4.7 TERRESTRIAL ECOLOGY
The terrestrial habitat surrounding the proposed development is predominantly low laying dry
scrub land surrounded by a 30 m high hillside. Mangroves were observed on the coastal fringe
within and adjacent to the project site during field studies undertaken as part of this EIA.
Mangroves appear along the upper inter tidal zone in bays and other protected areas. Several
wadis drain into the sea creating mini deltas suitable for mangroves. In particular, the annual
deposition of silt from the alluvial fan delta has produced an environment suitable for the growth
of fringing mangrove plants. Stunted mangroves delineate the coastline, ranging from the
proposed site towards the city of Djibouti for 5km. The mangrove trees at the Project site cover
an area of approximately 1.2 hectares. These mangroves constitute part of a large belt of trees
that fringe the outer reaches of an inter tidal mudflat towards the Ampoule Wadi, covering a total
area of 13 ha. Mangroves, seagrass beds and coral reefs are linked together by the water masses
that move in and out with the tide, and by the animals that move between these habitats. Tides
and currents transport nutrients from the mangroves to seagrass beds and inshore coral reefs.
These nutrients enrich the seagrass and reef environments which are important habitats for fish
and turtles. By reducing current speed and trapping sediments in their tangled roots, mangroves
play an important role in preventing coastal erosion and help to reduce siltation in adjacent
marine habitats. Terrestrial wildlife observed during a five field study in November 2006,
included the African Scops Owl (Otus senegalensis), the Blackheaded Heron (Ardea
melanocephala), the dromedary (Camelus dromedaries) and Abyssinian Roller (Coracias
abyssinica). No terrestrial species of conservation significance were sighted during the field
study.
4.8 MARINE FAUNA AND FLORA
Marine Fauna : The waters of Djibouti host a profusion of marine life, similar to that of the
northern Red Sea. Plankton blooms occur in Djibouti between September to December,
particularly in an enclosed bay near Djibouti town called the Goubet al – Kharab, (the Devils
Cauldron). These planktonrich waters attract many pelagic species into the area surrounding
Djibouti including the Whale Shark (Rhincodon typus) and Manta Rays (Manta sp.). Large
schools of Barracuda (Family Sphyraenidae), Jacks (Family Carangidae) and Snapper (Family
Lutjanidea) are often seen feeding off the reef. Small cetaceans are also common to the area
including the Spinner Dolphin (Stenella longirostris), the Beaked Whale (Family Ziphiidae) and
Pilot Whale (Globicephala sp.).
Macro algae: Sparse covering of the seagrass Halodule ovalis was observed during the recent
field study growing on coarse sands in the shallow subtidal zones. Species such as Halophila are

7
referred to as pioneer species as they have the ability to recolonize quickly after disturbance
events due to their asexual and sexual reproduction strategy and high growth rates (Inglis, 2000;
and Waycott et al., 2005). Halophila is also relatively tolerant to light deprivation or
sedimentation events.
Corals: Key findings of the epibenthic survey undertaken for the DCT construction footprint are
summarized below:
Despite their limited extent, Djibouti’s coral reef systems are recognized internationally for their
high ecological values. The reef slope immediately adjacent to the construction footprint is
currently in good ecological condition as are the coral communities surveyed at the reference
sites (Navigation Reef, Maskali Island and Musha Island). Reef slope communities in the
vicinity of the proposed DCT (Doraleh Container Terminal) construction footprint are
considered to be in good ecological condition as indicated by percentage coral cover of
approximately 20%. The ecological condition of reference site reef slope communities surveyed
is considered to be comparatively better given that percentage of coral cover recorded ranged
from 36% to 54%. Seagrass meadows (Halophylla spp) were recorded to occur within the
construction footprint. Mucus production observed among many massive Porities coral specie
along the impact reef slope indicates that these corals are naturally subjected to environmental
stress associated with sediment deposition. Mucus production by these corals affords them
tolerance to periodic elevations in sediment deposition processes likely to be encountered during
dredging and reclamation works Impact and reference reef slope communities showed negligible
signs of environmental stress as indicated by: relatively low numbers of Acanthaster planci
(Crown Of Thorns Starfish) relatively low incidence of partial, or total bleaching of coral
communities; and relatively low incidence of observed coral disease.
4.9 TRAFFIC AND TRANSPORT
Road: Djibouti Doraleh Road has been recently upgraded to provide adequate transport links
between the Oil Terminal, PAID (Port Autonome International de Djibouti) and the Project site.
It adjoins the southern boundary of the Project site and is a sealed, dual carriageway that runs
along the coastline between the Oil Terminal at Doraleh and PAID. The road continues the 40
km west to Arta, and although paved, is not up to the same standard. The road is currently fairly
quiet, except for personnel transport from the city and construction trucks transporting fill
material from the nearby borrow pit. A few rough and unpaved roads run off the Djibouti
Doraleh Road to the towns to the southwest of the Project site.
Rail: The rail line is approximately 5 km to the south of the Project site, and the main station is
located 6.5 km to the northeast of the Project site. There is an unconfirmed possibility that a
branch rail link will connect the existing line to the Project site and Oil Terminal.
Airport: The Djibouti International Airport is located on the southern boundary of the city of
Djibouti, and approximately 7 km to the southeast of the Project site. The capacity of the airport
has grown in the last few years with regular flights to Dubai, Paris and other major cities.
Maritime: PAID has the capacity to handle approximately ten millions tonnes of cargo and
500,000 containers per Annum. The Oil Terminal has been operational since September 2005,
with a capacity of 240,000 m3 of covered storage (tanks) and two berths of 20 metres water
depth. The Fishing Port caters for local fisherman and as such the berths are designed for 12m
fishing boats. The Fishing port (Port a Peche) is most busy in the mornings (before 8am) when

8
the fishermen bring in their catch. The marina and ferry terminal 500m is between PAID and the
fishing port and provides boast trips to the islands of Musha & Maskali, and ferries to Tadjoura
and Obock. A few pleasure yachts are moored at the marina, but are not large in size or number.
4.10 WASTE
Sewage treatment plants are few in number and are, generally, poorly maintained. Large volumes
of solid and liquid waste are therefore disposed of untreated into the waters surrounding Djibouti
City, or are disposed of in an unsatisfactory manner and end up by being washed or blown out to
sea, where they pose a threat to wildlife and human health.
4.11 VISUAL
The Project site is visible along the coastline from the PAID approximately 7 km to the
northeast, from the Oil Terminal approximately 2 km to the west, and also from the
approximately 50 m high plateau approximately 100 m to the south of the Project site. The
presence of a mound approximately 6 m in height and running in a southeasterly direction along
the southern boundary of the Project site, screens most of the Project site from traffic using the
Djibouti Doraleh road (see Figure 14). A stunted Mangrove forest along the shoreline of the
Project site provides a visual barrier for marine traffic, as well as being a key visual component
to the Project site.
4.12 SOCIAL AND ECONOMIC
The Republic of Djibouti covers an area of 23 000 km2 with 370 kilometers of maritime coasts
and had a population of more than 806 818 inhabitants in 2006, of which two-thirds (65% of the
population) live in the capital. The country has a semi-desert climate characterized by low
rainfall, hence the scarcity of water resources. Djibouti lies in a geostrategic position opening out
to the Aden Gulf at the Southern entry to the Red Sea and is ringed in by Ethiopia, Eritrea and
Somalia and faces the Arabic peninsula. The geostrategic position of the country is enhanced by
the new context of counter-terrorism with the stationing of the Combined Joint Task Force-Horn
of Africa in the country since 2002.

Djibouti is a transit country for most of Ethiopia’s external trade, which constitutes close to 70%
of the national port traffic. This re-export trade constitutes a major economic activity, mainly
because Djibouti lacks major natural resources and its level of industrialization remains low.
Services based on port activities as well as road and rail traffic supported by the financial sector
constitutes the country’s main source of economic growth. Djibouti is classified among lower
middle-income countries owing to its per capita income which was estimated at US$ 815 in
2004. Monetary poverty has attained alarming proportions, estimated at close to 74% of the
population, with a higher concentration in rural and peri-urban areas. Despite the recent
improvement in living conditions, human development indicators such as the gross enrolment
ratio; the infant, child and maternal mortality rates and access to potable water remain below
levels that should enable the country to attain the MDGs by 2015.
4.13 CULTURAL HERITAGE
The majority of the Project site appears largely undeveloped, with little indication of previous
development. However a causeway constructed approximately 200 years ago by the French
army, marks the eastern extremity of the Project Site. Due to the relatively undisturbed nature of
the Project site, there is potential for artefacts associated with the French army’s occupation of

9
this area (associated with the causeway) or from other phases of Djibouti’s history to be present
either on the surface or in subsurface soils.
5 PROJECT ALTERNATIVES
5.1 LOCATION
A Master Plan for the Doraleh Container Terminal undertaken by HanPadron Associates
Engineers (2005) assessed three key alternatives to service the predicted increase in traffic
using port facilities in Djibouti: (i) Improved management and operation of the existing facilities;
(ii) Upgrading of the existing PAID to allow receipt of larger vessels and additional cargo traffic;
and (iii) Construction of a new container terminal at Doraleh and relocation of facilities from
PAID.
5.1.1 Existing Facilities
Forecasts undertaken of the anticipated container traffic through Djibouti concluded that growth
in the use of the Port is limited due to the short quay length (approximately 400 m) dedicated to
container handling and the depth of waters along this quay (12 m below sea level for
approximately 220 m and 9.5 m below sea level for approximately 280 m). These constraints
prohibit larger modern container vessels stopping in Djibouti and largely prohibit or limit the
ability of intermediate sized vessels stopping in Djibouti. Modeling indicated that based on the
predicted cargo traffic, a quay length of approximately 1,500m would be required in Djibouti by
the year 2028, while a depth of 18m below sea level is likely to be required to facilitate larger
modern container vessels.
5.1.2 Upgrade of Existing Facilities
As such, the Master Plan assessed expansion of the existing port facilities, with consideration of
two key factors: deepening of the water along the quay to 12 m, 14 m, 16 m or 18 m below sea
level; and Extending the existing quay wall by approximately 200 m, both to the east and/ or the
west. The Master Plan found that the opportunity for expansion of the existing facilities was
limited due to the following: lengthening the quay wall to the east would be expensive due to
very poor soil conditions and limited due to the location of the existing port gate and Venise
Road; and Lengthening the quay wall to the west would require closing the interior basin of the
existing port, disrupting existing port operations. The cost estimates for expansion of the existing
facilities were found to be comparable to the construction of a new container terminal at Doraleh.
The Master Plan recommended the construction of a new container terminal at Doraleh.
5.2 PROJECT LAYOUT
The Master Plan identified five layout options:
 lternative 1: a development on the edge of the coral reef immediately west of the Ambouli
A
River alluvial fan. Key components of this alternative are: (i) a breakwater built near the edge of
the coral reef and the development of an approximately 100 m wide strip inside the breakwater.
The breakwater and the strip would be developed in three phases; (ii) dredging and earthworks
would be required on the inside of the breakwater to create the berths; (iii) a causeway
connecting the breakwater and strip to the mainland and the initial phase of a container yard
adjoining the berths would be reclaimed; (iv) subsequent reclamation would extend the container
yard back to the mainland.

10
Alternative 2: slips would be dredged into the coral reef in locations utilizing existing deepwater
pockets. Key components of this alternative are: (i) dredging of the slips; (ii) a causeway/ access
road and the initial phase of the container yard; (iii) breakwaters to protect the slips; (iv)
extension of the container yard to connect with the mainland;
Alternative 3: A wharf facing a northeasterly direction would initially be constructed, followed
by berths in a northerly direction. Key components of this alternative are: (i) dredging for the
berths (done in three phases); (ii) a causeway and the initial phase of the container yard; (iii)
extension of the container yard to the west; (iv) a breakwater to protect the north facing berths.
Alternative 4: A dual-sided pier connected to a container yard by a bridge would be constructed
on the edge of the reef, taking advantage of the protection provided by the Banc Des Salines and
key components of this alternative are: (i) a pier approximately 65 m in width with wharves on
both sides; (ii) dredging for the berths and shipping channels; (iii) a container yard requiring
reclamation of the inter tidal flats adjoining the mainland; (iv) a bridge would connect the pier
and the container yard so as to minimize restrictions on the flow of the Ambouli River, which
enters the Red Sea immediately to the southeast; and
Alternative 5: Largely the same as Alternative 4, however the pier is only one sided.
Following further investigation of the Doraleh geotechnical and wave action characteristics, the
design for the facilities was further refined and the Project design and Option 3 was selected.

6 ENVIRONMENTAL IMPACTS ASSESSMENT AND MITIGATION MEASURES

The following were considered in relation to the potential aspects and impacts of
construction and operation of the Project:
6.1 TOPOGRAPHY
The Project has the potential to impact on local topography. Earthworks required for the
following will alter local topography: Construction of access and site roads; Creation of laydown
areas for construction equipment; Construction of a temporary site offices and associated
facilities for construction workers; Excavation and filling may alter flow paths and impact upon
flows within the Oued Ambouli wadi; and the reclamation required for the land facilities, marine
facilities and the causeway will permanently alter the local topography.
To address these potential impacts, the following mitigation measures would be implemented:
Limit earthworks and the extent of filling to the minimum required for the proposed facilities;
excavation material generated during construction should be reused within the Project site; install
fences, trees and shrubbery to minimize the visual impact of the Project; stabilize landscaped
areas of soil; and assess the hydrological conditions of the Oued Ambouli wadi and other
watercourses to confirm the appropriate size and location for culverts and other drainage
structures.
6.2 SOILS AND GEOLOGY
Potential impacts on soils and geology from the Project include the following:
Construction: Compaction of soil during construction of site roads, laydown area and temporary
site offices; Erosion of unconsolidated, exposed and stockpiled soils during a rain event;
Disturbance and dispersion of soils due to movement of construction traffic and equipment over

11
unsealed tracks and exposed, unconsolidated soils; Damage to infrastructure and equipment in
the event of a seismic event; Use of contaminated fill material originating from polluted dredged
sediments or polluted terrestrial borrow pit material; Contamination of soil due to spills or leaks
of fuels, lubricants and / or chemicals stored and used on site; Contamination of soil due to leaks
from wastewater and effluent storage vessels; Contamination of soils due to poor storage and
management of solid and liquid wastes prior to disposal; and Contamination of the soils due to
leaks of fuels and lubricants from construction vehicles and plant.
Operation: Vehicle movements on any remaining unsealed area; Water flows within the site and
over unsealed or unconsolidated soils; and Contamination of the soils due to leaks of fuels and
lubricants from operation vehicles and plant.
To address these potential impacts, the following mitigation measures would be implemented:
Construction: Water used for dust suppression during earthworks should meet municipal health
standards and should not exceed the salinity levels of the groundwater on site; The use of water
for dust suppression should be controlled to ensure that the amounts applied to internal roads and
tracks do not exceed the amounts required, and consequently cause excessive runoff and erosion;
Include appropriate seismic event response procedures in the site safety plan and site induction
training; Progressively compact (stabilise) the ground to minimize the erosion of unconsolidated
and unvegetated material; Undertake vehicle maintenance and refueling on covered,
impermeable surfaces (such as concrete slabs) with runoff to be captured in lined drains and
sumps and collected material taken to appropriate waste management facilities; Store fuels, oils
and chemicals in concrete lined and bunded areas, which are designed to contain 110% of the
total volume the bunded area is designed to store; Analysis of contaminant levels in the dredged
material and borrow pit material should be undertaken to determine the appropriate use or
disposal option, and whether remediation is required prior to use or disposal to reduce
contaminant levels to below internationally accepted levels; Implement appropriate emergency
spill response measures; Develop and implement an erosion and sediment control plan that
identifies the following: Restrictions on vehicle movements to driving on defined internal roads
and tracks as appropriate; Excavation work plans to minimize the area of disturbed and
unconsolidated soil; Measures to manage surface runoff due to rainfall, site maintenance
activities, or vehicle and hardstand washdown; The formal drainage drainage system developed
for the site; Appropriate erosion and sediment control structures (such as geotextile fabric and
hay bales) and their locations; and Implement waste management measures as described below.
6.3 AIR QUALITY
Potential impacts on local air quality from the Project include the following:
Construction: Dust generated from construction activities including Disturbance of the arid land
surface; Movement of construction vehicles on unsealed roadways; Wind blowing over
unprotected stockpiled and exposed soils, particularly those that are unconsolidated; Loading and
unloading of materials on site; Emissions from uncovered truckloads; Movement and placement
of fill material and dried dredged material; Exhaust (and greenhouse gas) emissions from
construction vehicles, plant, machinery and vessels. Exhaust emissions are likely to include
nitrogen oxides (NOx), carbon monoxide (CO), sulphur oxides (SO2), hydrocarbons (HC),
ozone (O3) and total suspended particulates (TSP); and Odours generated from exposed dredged
material.

12
Operation: Dust generated from the following: Movement of operation vehicles on any
remaining unsealed roadways; Wind blowing over any remaining unprotected and exposed soils,
particularly those that are unconsolidated; and Exhaust (and greenhouse gas) emissions from
operation vehicles, plant, machinery and vessels. Exhaust emissions are likely to include
nitrogen oxides (NOx), carbon monoxide (CO), sulphur oxides (SO2), hydrocarbons (HC),
ozone (O3) and total suspended particulates (TSP).
To address these potential impacts, the following mitigation measures would be implemented:
Dust Emissions: Minimize the area of land to be disturbed at any one time by staging
construction activities; Retain existing sparse vegetation for as long as possible prior to
commencement of earthwork activities; Dust generating vehicle loads transported to, from and
on the Project site should be covered by tarpaulin sheets and should not be overloaded; Regular
use of water trucks to suppress dust on high use site access and haul roads; Side enclosure and
covering, by impervious sheeting where practicable, of any aggregate or other dusty material
stockpiles, and placing of stockpiles in sheltered or covered areas; Cease earthworks in areas of
visible dust generation, where dust is moving in the direction of residential areas (Doraleh) or
other sensitive land uses; Minimize drop height of excavated materials to a practicable level to
limit fugitive dust generation; Fence work areas, with the fence lined with cloth or fabric (such
as green garden type mesh) to minimize dust migration and generation off site; Undertake
regular checks throughout the day by Site Supervisor’s representative to visually inspect dust
generation and to recommend mitigation measures; Ensure compaction of soils as soon as
possible following earthworks to minimize areas of unconsolidated soils; and Implementation of
a construction phase dust monitoring program on site (incorporating use of a dust monitor such
as a dust deposition gauge or volumetric air sampler) to monitor respirable dust and nuisance
dust. This can provide trigger data to justify alteration of work practices during periods of high
dust generation (e.g. strong winds).
Exhaust Emissions: Use of modern machinery with adequate pollution control devices (such as
catalytic converters). A manifest of all machinery used (including date of manufacture, hours of
operation, maintenance schedule, fuel type and emissions control devices installed) should be
kept on site by the Site Supervisor; Proper and efficient use and operation of construction
vehicles, plant and machinery by qualified and skilled personnel (in accordance with the
manufacturer’s instructions); Use of appropriate fuels, including low sulfur diesel and unleaded
petrol in accordance with the manufacturer’s instructions; Regular maintenance and inspections
for all construction vehicles, plant and machinery (to be documented and checked by Site
Supervisor’s representative) in accordance with the manufacturer’s instructions; Minimize
unnecessary idling and operation of earthwork and construction machinery, including efficiency
of trip times and reduction of double handling through appropriate placement of stockpiles, haul
roads, works depots and work areas. This will also aid in fuel efficiency and will assist in
reducing overall costs associated with unnecessary fuel consumption; Daily visual checks by a
representative of the Site Supervisor to ensure the above criteria are followed, particularly in
regards to smoky emissions from vehicles, vessels and plant; and Equipment with excessive
visual emissions should be given defect notices and taken out of service until repaired and
approved for redeployment by Site supervisor. The above mitigation measures will also assist in
reducing the emissions of carbon dioxide and nitrogen dioxide, which are greenhouse gases.
Volatile Emissions

13
The following management measures should be adopted during construction to minimize the
generation of volatile emissions from solvents paints and fuels stored or used at the Project site:
Ensure all machinery is in good order and repair, and not leaking fuel or volatile emissions from
fuel tanks or fuel lines; The number of fuel and chemical storage areas should be minimized and
properly managed. A full list of all volatile fuels and chemicals stored on site should be kept by
the Site Supervisor, including accompanying volumes, locations and MSDS; Ensure proper on
site storage of volatile fuels and chemicals in appropriately sealed containers, and in cool,
covered areas with adequate venting. Avoid on site storage of highly volatile fuels, such as
unleaded petrol, and volatile chemicals such, as solvents and oil based paints. The above
measures will also assist in safety regarding the use and storage of dangerous goods.
Odor: In the event that dredged materials generate odors upon exposure to the air; and To
minimize potential odor emissions, there should be provision of appropriate temporary amenities
for construction laborers and visitors to the Project site. Amenities should be well maintained
and effluent storage facilities frequently emptied by a wastewater contractor for off site treatment
and disposal.
Operation: Implementation of the applicable construction mitigation measures during operation;
Container ships typically use auxiliary diesel engines for power when they are in port (hotelling).
One way to reduce these emissions at the port would be to have them connect to shore power;
The use of electric rather than diesel powered terminal equipment will result in lower emissions
at the terminal site; Consider the use of commercially available fuel additives for diesel fuel that
increase the combustion efficiency of diesel engines; Traffic routes should avoid traveling
through residential areas where possible; and Landscaping should be included along the
perimeters of the Project site, to reduce visual impacts, as well as acting as a dust barrier.
6.4 NOISE AND VIBRATION
Potential noise and vibration impacts from the Project can be generated through the following:
Construction: The use of construction equipment, including dredging, excavation, piling and
earthworks equipment; and trucks delivering fill material and other construction materials to the
Project site; waste materials from the Project site; and vehicles transporting construction
personnel to and from the Project site.
Operation
Piloting of ships in the vicinity of the Marine Facilities and associated berthing activities;
Operation of RTG and other machinery for the transportation of containers within the Project
site; Truck and vehicle movements within the Project site and trucks importing and exporting
goods; Maintenance activities undertaken at workshops within the Project site; The placement
and stacking of containers within the storage areas, onto trucks or onto ships; and to address
these potential impacts, the following mitigation measures would be implemented:
Construction: Ensure all plant, machinery and vehicles are fitted with appropriate mufflers, and
that all mufflers and acoustic treatments are in good working order; Ensure all plant, machinery
and vehicles are regularly maintained and broken parts (such as mufflers) are replaced
immediately; Ensure all plant, machinery and vehicles are operated efficiently and according to
the manufacturers specifications, by trained and qualified operators; and Development and
implementation of appropriate safety measures for site personnel, including the provision of
suitable hearing protection.

14
Operation: The detail design for the Project site to include appropriate noise reduction measures,
including earth mounds and landscaping along the Project site perimeter; Ensure all plant,
machinery and vehicles are fitted with appropriate mufflers, and that all mufflers and acoustic
treatments are in good working order; Ensure all plant, machinery and vehicles are regularly
maintained and broken parts (such as mufflers) are replaced immediately; Ensure all plant,
machinery and vehicles are operated efficiently and according to the manufacturers
specifications, by trained and qualified operators; and Development and implementation of
appropriate safety measures for site personnel, including the provision of suitable hearing
protection.
6.5 MARINE WATER AND SEDIMENTS
Potential impacts on marine water and sediment quality from the Project include the following:
Construction
Sedimentation:; Increased sediment suspension (turbidity) in marine waters due to the dispersal
of reclaimed sediment during dredging and reclamation of the container terminal and causeway
has the potential to reduce light penetration, smother benthic habitats and reduce water quality;
Re-suspension of contaminants in sediments during dredging, reclamation and erosion can
remobilize metals from the sediments into the water column. They may then enter aquatic
organisms through body and respiratory surfaces, and by ingestion of particulate matter and
water.
Contamination of seawater:; Release of contaminants into the marine system including: Litter
and construction waste carried by wind, dewatering runoff or periodic rainfall; and Construction
related contaminants such as grease, heavy metals, solvents, effluent and fuel through accidental
spills, inadequate storage and management, vehicle wash down and overuse of water for site road
wetting.
An increase in concentration of heavy metals would have a negative impact on the water quality
at Djibouti, and ultimately the marine ecology of the area. Anthropogenic sources of metals
include: Industrial and municipal waste products; Urban and agricultural runoff; Fine sediments
eroded from catchments such as the delta and smaller wadis adjacent to the site; and Antifouling
paints from ships (mainly tin and copper).
Contamination of groundwater: The following may contaminate ground water exposed during
construction works: Hydrocarbons such as oils, fuels and grease from construction machinery;
Disturbed sediment; Effluent from construction workers temporary amenities leaching into the
groundwater carrying with it nutrients and microorganisms. These contaminants may enter the
groundwater as a result of: Exposure of standing groundwater to pollutants during soil
excavation (e.g. constructing foundation pits); and Spills and leaks from poorly maintained
construction vehicles and plant.
Operation: A number of adverse impacts on water quality may occur as a result of: Any direct or
indirect discharge or polluting substances (fuel, oil) to receiving waters; Storm water run off
collected in hard stand areas leading to greater flows reaching the receiving waters and reduced
natural soak away; Nutrients from fertilizers used during the potential greening of landside
facilities; Pathogenic organisms from sewage pipe leaks; and Litter from operation personnel not
correctly disposed of, and thus entering the water.

15
To address these potential impacts, the following mitigation measures should be implemented:
Construction:
Sedimentation: Engineering controls (tidal dredging, minimizing duration of dredging, seasonal
restrictions (e.g. avoiding seagrass flowering periods or coral spawning periods), limiting
overdredge quantities, stopping dredging when turbidity thresholds are exceeded); Physical
barriers (confined land disposal, and use of silt screens or pneumatic silt curtains);
Environmental dredging techniques (hydraulic dredging techniques, encapsulated bucket lines
for bucket chain dredgers, closed clamshells for grab dredgers, auger dredgers, disc cutters,
scoop dredgers and sweep dredgers and subsuction dredging (Erftemeijer and Robin Lewis,
2006); and Detailed environmental modeling and monitoring (turbidity plume prediction
modeling, assessment of turbidity thresholds, seagrass and coral monitoring and mapping,
research on seagrass recovery, salvage of coral for use in transplantation to mitigate losses, post
dredging seagrass and coral restoration).
Stormwater/Contamination of seawater: Establish appropriate aggregate and materials storage
with sealed floors and impermeable walls that minimize the amount of storm water passing over
the stockpile; Locate aggregate and material stockpiles on flat areas away from water drainage
flow paths (e.g. wadis) to minimize runoff from sediment rich sources; Establish sealed and
bunded storage areas for fuels and chemicals to be stored on site; Limit the height and slope of
stockpiles to minimize erosion of unconsolidated materials; Divert storm water around work
areas to storage sits where practicable; Use of gross pollutant traps to remove littler and gross
pollutants from dewatering and storm water discharge; Regular inspections of all erosion and
sedimentation controls during the construction period to maintain their continued effectiveness;
Preparation of an emergency response plan to be implemented in case of a spill. This should
detail appropriate response procedures, provide the location(s) of spill response and cleanup
equipment, delineate the responsibilities of site staff and describe the communication
requirements with site management and relevant authorities. Appropriate disposal of spill and
cleanup materials should also be described; Hazardous liquids (such as fuels and chemicals)
should be stored in accordance with a dangerous goods management plan in secure bunded
compounds during construction. These compounds should be capable of holding at least 1.5
times the volume of the anticipated capacity of the storage area; Creation of a materials safety
and data sheet (MSDS’s) for all stored liquids to be kept in an accessible and central location.
Operation
A storm water drainage system should incorporate the following water sensitive urban design
principles wherever practicable, prior to discharge: A hydrological study should be carried out
to examine the drainage requirements for the Project including appropriate level of treatment and
filter of storm water discharge; Control of potential pollutants at the point of infiltration; Use of
catchment pits to remove litter, heavy sediment and the majority of hydrocarbons in the storm
water runoff; and Investigation into the potential for the storage and reuse of the non potable
storm water (e.g. for irrigation or firefighting purposes).
6.6 HYDROLOGY AND BATHYMETRY
Based on a preliminary hydrodynamic modeling assessment, the potential impacts on hydrology
and bathymetry from the Project include the following: Changes in tidal currents will likely
occur around the proposed container terminal. This change is due to the greater volume of water

16
which is predicted to pass over specific locations either side of the terminal (i.e. reduced flow
areas) with greater velocities; Given the close symmetry of the flood and ebb tidal currents in the
vicinity of the proposed terminal, the likelihood of significant sedimentation or erosion appears
unlikely and Pollutant build up is generally unlikely to be an issue, in the absence of major
pollutant inputs.
To address these potential impacts, the following mitigation measures should be implemented:
The results of this preliminary hydrodynamic modeling exercise indicate no serious potential
impacts, and hence no requirement for mitigation measures from a hydrodynamic perspective.
However, the model could be further developed to incorporate meteorological variables and be
calibrated to include measured tides and currents in order to refine additional mitigation
measures. However the current magnitude of velocities is suggested as being low.
6.7 TERRESTRIAL ECOLOGY
Potential impacts on terrestrial ecology from the Project include the following: Destruction of
terrestrial fauna habitat through the removal of vegetation during construction activities – the
Project will result in the clearance of approximately 1.2 Ha of the mangrove vegetation; Loss of
estuarine and beach habitat and roosting / nesting sites; Impact on ecology due to dust and
exhaust emissions from the construction vehicles and machinery; Increased grazing pressure on
the balance of the peninsula as a result of removal of grazing land; and Introduction of weeds
through construction activity and landscaping.
To address these potential impacts, the following mitigation measures should be implemented:
Vegetation clearance is to be limited to the required footprint for the Project. Vehicle movements
and equipment and material storage in any vegetated areas outside of the Project site is to be
avoided where possible; Habitat offset measures should be designed and implemented locally to
rehabilitate mangrove forests of an equivalent area destroyed during construction and operation
of the proposal; Disturbance of land surface should be minimized, including restricting traffic to
defined access tracks and minimizing movement of vehicles and construction plant in areas not
subject to disturbance by construction activity; The Contractor should use locally indigenous
plant species in landscaping works at the Project site; DP World should protect remaining
mangrove areas within and immediately surrounding the Project site from grazing through
appropriate fencing; If a threatened species is encountered on site, all nearby construction
activity should cease and the site supervisor notified. No further work should continue in the
vicinity of the sighting until a qualified biologist carries out a field assessment. No attempts
should be made by site personnel to capture, harm or disturb the animal/s; Appropriate waste
storage to limit the potential proliferation of nondesirable fauna (such as rats and flies); and
Implementing the air quality and noise measures previously described will also minimize
impacts on terrestrial ecology.
6.8 MARINE ECOLOGY
Potential impacts on marine ecology from the Project include the following:
Construction: The construction activities of the Project will result in the excavation and or
smothering of approximately 24.15 ha of benthic habitat: (i) 450 x 1050 m2 (0.6ha) of coral reef
(direct impact during the construction of the marine facility); (ii) 750 x 300 m2 (22.5ha) of semi-
inter tidal mud flat (direct impact during the construction of the land facilities) and (iii) 30 x
2000 m2 (1.05ha) of predominantly inter tidal mud flat, but also some coral reef habitat (direct

17
impact during the construction of the transport causeway to the marine facility). Dredging causes
the direct removal of benthic habitats located within the dredging footprint. Communities located
outside the development footprint will also be affected due to the mobilization of fine sediment
plumes derived from the dredging process. The action of tides and currents will result in the
migration of sediment plumes away from the original point of mobilization. Sediment plumes
increase the turbidity within the water column, thus causing light attenuation (reduced light
penetration). Marine plants and coral rely on photosynthetic processes and may be sensitive to
the migration of sediment plums, especially in deeper water where plant individuals may already
be near their limit of tolerance to low light conditions. The primary cause of seagrass degradation
and loss globally is reduction in water clarity, both from increased turbidity and increased
nutrient loading. As sediment plumes migrate, particles fall out of suspension. This causes a
depositional footprint that will extend past the boundary of the dredge area. Benthic plants and
corals can tolerate moderate rates of sediment deposition as is normal in shallow coastal waters.
However, excessive sediment loading can deleteriously influence the ecophysiology,
morphology and ultimately the population structure of coral and seagrass species. Excessive
sediment loading can ultimately determine the benthic organism’s ability to naturally shed the
sediment in mucus nets or cause local coral, seagrass and algae die off. Coral reefs on site
typically colonize the marine waters up to a depth of 6m. Such site specific zonation is likely
attributable to varying light attenuation influenced by the ephemeral river delta and inordinate
pulses of sediment. The proposed dredging program will involve the removal of benthic substrata
and associated biota to a depth of 18m, resulting in a greater impact on sensitive marine
communities within the top 6m. New habitats may also be created as a result of the operation,
either directly in the dredged area or by introduction of new habitats on the slopes of a reclaimed
area (e.g. hard substratum in the form of breakwaters and revetments). The combined impacts of
increased turbidity and physical removal or burial during dredging, and eutrophication from
nutrients in domestic and industrial discharges will be of some detriment to coral reefs and
seagrass.
Operation:The accidental release of potential contaminants from large shipping (hydrocarbons,
bilge water, solvents and litter); The accidental release of potential contaminants from the use of
plant machinery such as the diesel hammer, compressor and the power generator; Accidental
ship grounding on the fringing coral reef slope; Potential introduction of exotic pest species from
ships ballast water; The mobilization of sediment plumes via propeller wash; and Stormwater
runoff (pollutants, sediment and gross debris).
To address these potential impacts, the following mitigation measures should be implemented:
Construction: The use of favorable rock material or pieces of rock armor that encourage the
regeneration of corals (eg. contain limestone); Maintain good ambient water quality (as
discussed in Section 8.1) (including sedimentation controls, use of sediment ponds to collect
storm water runoff, use of settling ponds for Reclaimed material, wastewater/storm water
management and prevention, and management of spills and leaks); Timing of marine works to
coincide to reduce overall impact of marine works eg. Commence dredging works during natural
periods of elevated sediment suspension, and concentrate efforts during the ebb tide to maximize
potential dilution; Use of appropriate storm water control measures such as the diversion of
overland flow around work areas, the progressive stabilization of disturbed areas, and the use of
sediment ponds to collect storm water; During construction the Project area may be visited by
threatened species such as the Whale Shark or similar sensitive species such as the Spinner

18
dolphin. If a threatened species is encountered on site, a record of the encounter should be made
and all nearby construction or operational activity should cease and the site supervisor notified.
Operation: Regulated coastal developments for tourism and urban expansion between countries
including socio and environmental impact studies for proposed projects; Establish a biologically
interconnected network of reserves to maintain species viability. The coral reefs within the
Project site are situated adjacent to a marine system, which comprises the first declared Marine
Protected Area for the southern Red Sea region. As such, all endeavors should be made to
preserve the long term integrity of the site and it’s biodiversity; Implement effective regulation
of fishing in the vicinity of the proposed Port, such as the establishment of ‘no take’ zones for
security and environmental advance; and Implement obligations under regional and international
conventions, including adoption of Port State Control, improved navigation systems and oil spill
response capacities, surveillance and enforcement (AIMS, 2004).
6.9 TRAFFIC AND TRANSPORT
Potential impacts due to traffic and transport associated with the Project include the following:
Construction: Increased traffic generation has the potential to generate the following: Noise
impacts from the Project site and along transport routes; Air quality impacts due exhaust
emissions from within the Project site and along transport routes; Increased rate of degradation
of local roads due to increased traffic levels and a large number of larger, heavier vehicles; Poor
internal traffic management could increase safety risks to construction personnel; Reduction in
traffic efficiencies along the transport routes and roads surrounding the Project site; and The
Marine Facilities and the causeway may impact traditional operating grounds of existing fishing
and other smaller maritime operations.
Operation: Increased traffic generation has the potential to generate the following: Air quality
impacts due exhaust emissions from within the Project site and along transport routes; Noise
impacts from the Project site and along transport routes; Increased rate of degradation of local
roads due to increased traffic levels and a large number of larger, heavier vehicles; Poor internal
traffic management could increase safety risks to construction personnel. However,
implementation of the traffic management measures described in Section 4.3 will address these
potential impacts; Reduction in traffic efficiencies along the transport routes and roads
surrounding the Project site; The operating activities of the existing PAID and Oil Terminal will
need to be considered in scheduling of ship movements for the Project; and The proposed
shipping channels for the Project may impact traditional operating grounds of existing fishing
and other smaller maritime operations.
To address these potential impacts, the following mitigation measures should be implemented:
Construction: Transport routes for all construction vehicles to use main roads and avoid
traveling through residential areas where possible; Drivers employed are to possess appropriate
licensing and to have undertaken driver training; and Provision of shared worker’s transport
(such as buses) from workers accommodation to the Project site. Alternatively, the worker’s
accommodation is to be located to allow worker’s to walk to the Project site; Clearly identify
truck routes for heavy vehicles (trucks and buses) entering and traveling within the Project site;
Limit vehicle speed on site roads to 15 km/h through the installation of warning signs and speed
limit signs; Provision of appropriate lighting on site roads and in parking areas; and All vehicles
should sign in and out of the Project site so that vehicle numbers can be monitored.

19
Operation: Transport routes for all vehicles to use main roads and avoid traveling through
residential areas where possible; Drivers employed are to possess appropriate licensing and to
have undertaken driver training; Provision of shared worker’s transport (such as buses) from
workers accommodation to the Project site; Clearly identify truck routes for heavy vehicles
(trucks and buses) entering and traveling within the Project site; Shipping movements from the
Project should be coordinated with the operating activities of the existing PAID and Oil
Terminal; and DP World should consult with fishing and other smaller maritime operations to
discuss the potential access restrictions to the waters surrounding the Project site.
6.10 WASTE
Potential impacts from waste generated by the Project include the following:
Construction: Construction will potentially generate the following wastes: Excess construction
materials, including offcuts and packaging; Oils, fuels and other chemicals generated by on site
maintenance and repair of construction equipment and machinery; Green wastes from vegetation
clearance; Excavation materials; Food wastes from construction personnel; Site office wastes;
and Human waste; Poor waste handling procedures could potentially contamination of the soils,
groundwater, surface water and air; Poor storage and handling of waste materials, particularly
food wastes, could attract undesirable fauna, such as rats, flies and mosquitoes; and Poor
construction procedures that generate excessive wastes increase construction costs and results in
disposal of otherwise valuable resources.
Operation: Operation of the Project will potentially generate the following wastes: Excess
packaging materials removed following the emptying of the containers; Oils, fuels and other
chemicals generated by on site maintenance and repair of operational equipment and machinery;
Goods received at the Project site and damaged during transport or handling; Food wastes from
operation personnel; Office wastes; Human waste; Poor waste handling procedures could
potentially contamination of the soils, groundwater, surface water and air; Poor storage and
handling of waste materials, particularly food wastes, could attract undesirable fauna, such as
rats, flies and mosquitoes; and Poor operational procedures that generate excessive wastes
increase costs and results in disposal of otherwise valuable resources.
To address these potential impacts, the following mitigation measures would be implemented:
Construction: Prepare a Waste Management Plan (WMP) that addresses the following: No
wastes are to be landfilled within the Project site or dumped into the surrounding waters;
Efficient ordering and use of construction materials to avoid generation of excess materials;
Reuse excavated material within the Project site; Provision of appropriate containers to dispose
of food waste that will prevent access by local fauna and pest species; Order construction
materials with limited packaging, where practical; Separation of reusable and recyclable
materials from other waste streams; Waste storage areas should be well maintained and
contained to minimize the potential for leaching or runoff to contaminate soils and water; Waste
storage areas should be located in a cleared area outside of drainage lines, and should be afforded
protection from wind to prevent wind driven refuse reaching marine waters; Hazardous wastes
should be handled, stored, transported and disposed of in accordance with relevant Djibouti and/
or internationally accepted guidelines; Wastes should be regularly transported from the Project
site to appropriate waste management facilities or landfills; Human waste should be collected
and transported for disposal at an appropriate facility by a licensed operator.

20
Operation
Prepare a Waste Management Plan (WMP) that addresses the following: No wastes are to be
landfilled within the Project site or dumped into the surrounding waters; Efficient ordering and
use of materials to avoid generation of excess materials; Provision of appropriate containers to
dispose of putrescible and food waste that will prevent access by local fauna and pest species;
Order products with limited packaging, where practical; Separation of reusable and recyclable
materials from other waste streams; Waste storage areas should be well maintained and
contained to minimize the potential for leaching or runoff to contaminate soils and water; Waste
storage areas should be located in a cleared area outside of drainage lines, and should be afforded
protection from wind to prevent wind driven refuse reaching marine waters; Hazardous wastes
should be handled, stored, transported and disposed of in accordance with relevant Djibouti and/
or internationally accepted guidelines; and Wastes should be regularly transported from the
Project site to appropriate waste management facilities or landfills.
6.11 VISUAL
Potential visual impacts from the Project include the following: Earthworks required for the
Land Facilities will alter the local topography and therefore the local visual environment;
Reclamation required for the Marine Facilities, part of the Land Facilities and the causeway will
alter the local visual environment by replacing open water with developed land areas; Poor
building material selection could result in sunlight reflection to both surrounding residents, site
offices and work areas within the Project site; and Poorly directed flood lighting used at night
during construction and operation could impact upon surrounding residents by shining light into
houses during normal sleeping periods
To address these potential impacts, the following mitigation measures should be implemented:
Inclusion of landscaping, including landscaped earth mounds, along perimeter fencing and
within the Project site should be considered where practical. Local flora species should be used
where appropriate; Buildings within the Project site should use colors and materials consistent
with the existing visual environment and minimize potential for reflection; Earthworks should be
limited to the minimum area required for construction of the Project site so that existing
topographical features can be retained and screen the Project site where possible; and Buildings
are to be of a low height (maximum two storeys) to maintain existing visual corridors.
6.12 SOCIAL AND ECONOMIC
Potential social and economic impacts from the Project include the following: The Project will
provide employment opportunities for a number of people within Djibouti during both
construction and operation phases, including those employed directly and contractors providing
goods and services. This increased employment will potentially improve the standard of living
for a number of people and families in Djibouti; The additional income and resulting increased
spending within the Djibouti economy will potentially generate employment opportunities in
existing commercial operations within Djibouti; The Project may also provide the impetus for
further development and investment in Djibouti, potentially generating further employment in
Djibouti; The potential air quality and traffic related impacts could adversely impact on
surrounding residents and decrease the overall amenity of the natural environment.
To address these potential impacts, the following mitigation measures would be implemented:
Djibouti nationals should be employed during the construction and operation phases wherever

21
practicable; Djibouti companies should be contracted to supply construction and operation goods
and services wherever practicable; The air quality, noise, traffic and visual impact mitigation
measures previously described should be implemented to minimize environmental impacts on
nearby residents; Consultation should be undertaken with existing fishing and other smaller
maritime operations that currently utilize the waters that include and surround the Project site so
that they are aware of access restrictions and other issues; The historic causeway at the eastern
end of the Project site should be retained if and where possible. Access to the causeway should
be limited to avoid damage; and in the event that a potential item of cultural heritage is unearthed
during construction, works in that area should cease and an archaeologist brought in to examine
the item and, if a cultural heritage item, develop appropriate management measures (such as
removal, relocation, or record and dispose).
7 ENVIRONMENTAL HAZARD MANAGEMENT
During construction and operation phases of the project, some potential health and safety impacts
have been identified such as traffic accidents, fire and explosion due to flammable fuels and
chemicals, air pollution. To minimise the potential health and safety impacts, a Construction Site
Safety Plan as a component of the Work Action Plan has been developed to details the safety
procedures associated with construction tasks.
The following measures should be implemented: Implement the operation air quality mitigation
measures; Implement the noise mitigation measures to protect personnel hearing; Implement the
traffic management measures; Implement the waste management procedures; Develop and
implement an emergency response procedure, including fire fighting and explosion response; and
The Site Safety Plan to include appropriate procedures in response to seismic events.
8 MONITORING PROGRAM
The overall effectiveness of the mitigation measures is assessed through monitoring programs to
be implemented during the construction and operation of the Project. The monitoring programs
are designed to gauge the Project’s compliance against relevant environmental guidelines and
targets. The overall effectiveness of the EMP should be regularly audited during the construction
and operation of the Project. Audits can be undertaken as regular internal checks (once a
fortnight) or end of phase ‘milestone’ checks against regulatory guidelines by internal staff or
independent external auditors. With all of the categories, it is advisable to begin with a collection
of baseline data from site vicinity (and regular monitoring), as well as regular meetings with site
management and stakeholders. All monitoring results should be recorded in tabular digital form
in the construction and operation Environmental Monitoring Program site register, including
field observations regarding weather conditions, nearby activities and other relevant information
likely to influence the monitoring results.
Checklists should also be compiled in the site Environmental Monitoring Program register,
including details of non conformances, rectification notices and follow up actions.
An Environmental Monitoring Program Site Register should be kept and maintained by the site
supervisor including the following information: All monitoring data; Dated field observations
(temperature, wind direction/speed, humidity, cloud cover, rain events, etc); Checklists detailing
non-conformances, rectification notices and follow-up actions; Updated dangerous goods register
/ chemical register; Pollution events / cleanup; and Threatened species.

22
As there are no known communities in the vicinity of the proposed container terminal, public
consultations largely involved key stakeholders such as the various ministries. Once a full
Environmental & Social Management Plan is developed, public at large will also be included in
consultation process.

23